JPS6151665B2 - - Google Patents

Description

[Detailed Description of the Invention] This invention aims to determine the quality of valve operation and obtain adjustment data for fuel injection valves used in diesel engines such as ships, such as leak status, ventilation function, valve opening pressure, spray status, etc. This relates to a device for testing.

There are various types of fuel injection valves of this kind, such as the B&W-GF type and the Sulzer type, but their basic structure is that a narrow nozzle that communicates with an oil chamber provided in a cylindrical body is connected to a narrow nozzle that is connected to the elastic force of a valve pressurizing spring. The chamber is closed by a pressurized valve body, and is pushed up by the fuel oil pressure sent into the chamber to open the valve, and the fuel oil is injected as a mist to the outside from a narrow nozzle. Therefore, such a fuel injection valve must be able to eject fuel oil from a narrow nozzle in a stable mist state, and to drain the oil well when opening and closing the valve without dripping at the front or after. It is necessary for the mist to spread evenly in a predetermined shape. It is slightly affected by the shape of the surface, etc. Therefore, before using a fuel injection valve, it is necessary to test the leakage condition, ventilation function, valve opening pressure, spray condition, etc. in order to determine the quality of valve operation and obtain data for adjustment. It is desirable to carry out the test under conditions close to the operating conditions of a diesel engine.

However, conventional fuel injection valve testing devices are known to employ various methods such as a pump direct drive method, an air booster method, and a hydraulic booster method to supply fuel oil at high pressure into the fuel injection valve. In order to achieve high pressure and pressurization speed close to the operating conditions of an actual diesel engine, it was necessary to increase the size of the pressurizing section and to significantly increase the pressurizing driving force. Furthermore, especially in the air booster system, it is difficult to stabilize and arbitrarily adjust the injection speed of fuel oil, and to keep the booster stationary under arbitrary pressurization.

This invention was made to solve the above-mentioned conventional drawbacks, and is an air booster type fuel injection valve testing device that uses air pressure as a driving source to pressurize fuel oil to a high pressure state and forcefully feed it to the fuel injection valve. , communicated with the fuel injection valve via a check valve that enables pressure feeding of fuel oil and prevents backflow, and
a fuel pressurizing chamber that allows fuel oil to be sucked from the fuel oil tank and communicates through a check valve that prevents backflow; a hydraulic cylinder chamber that is adjacent to the fuel pressurizing chamber and is filled with hydraulic oil; It is fixed coaxially to pistons located in the hydraulic cylinder chamber and the air cylinder chamber, respectively, and reciprocates within the fuel pressurizing chamber.During the return movement, fuel oil is sucked from the fuel oil tank into the fuel pressurizing chamber, and the a plunger that forces fuel oil in the fuel pressurizing chamber to the fuel injection valve during operation, and a hydraulic oil flow path that communicates the front and back of the piston stroke in the hydraulic cylinder chamber outside the hydraulic cylinder chamber;
The air pressure is switched and connected to the control valve that opens and closes the hydraulic oil flow path and adjusts the flow rate, and the high pressure pressure regulation valve and low pressure pressure regulation valve that are connected in parallel to the air source through a three-way connection. A switching valve that alternately supplies air to the air supply and exhaust ports at both ends of the air cylinder chamber, a high-pressure oil pressure gauge connected to the middle of the fuel oil pressure feeding path from the fuel pressurizing chamber to the fuel injection valve, and the fuel oil pressure gauge. It is connected via a pressure transmission path in the middle of the fuel oil pressure feeding path from the pressurizing chamber to the fuel injection valve, and is closed by switching connection to the three-way pressure regulating valve for high pressure in the middle of the pressure transmission path, and the low pressure It consists of a low-pressure oil pressure gauge connected via a two-way cock that is opened by switching the connection to the hydraulic pressure regulating valve. This is a fuel injection valve testing device in which the operating speed of a plunger whose driving source is the air pressure supplied to the air cylinder chamber is controlled by a control valve.

The fuel injection valve shown in Figure 1 is a non-cooled type B&W-
This is a fuel injection valve used in a GF type tasel engine, and in the drawing, 1 is a valve body case,
It is fixed to the substrate 2 and has an opening at the tip for mounting the nozzle body 3 in a protruding state. 4 is a cylindrical valve body, 6 is a cylindrical high-pressure valve body, 7 is a cylindrical low-pressure valve body, 8 is an intermediate member, 9
1 is a sleeve, and 10 is a rod-shaped member, which is incorporated into the valve body case 1 in the axial direction. The high pressure valve body 6 has a valve portion 6 at its tip that engages with the hole 4' of the valve body 4.
1 and a plurality of small holes 62 that open on the peripheral surface near the valve portion 61, and a high pressure spring 12 through the sleeve 9 and spring receiver 11.
is constantly pressed in the distal direction within the valve body 4. The low-pressure valve body 7 is fitted into the high-pressure valve body 6, and has a valve seat 6 of the high-pressure valve body 6 at its tip.
3, and this tip portion 7
It has a plurality of small holes 72 that open on the peripheral surface near the valve body 1, and is constantly pressed in the distal direction within the high-pressure valve body 6 by a low-pressure spring 13 disposed between it and the intermediate member 8. . A small diameter portion 81 at the tip of the intermediate member 8 is fitted into the upper end of the low pressure valve body 7, and an orifice 82 formed in the small diameter portion 81 normally opens into a low pressure spring chamber 83. And the high pressure valve body 6, the low pressure valve body 7, the intermediate member 8,
The rod-shaped member 10 has fuel passages 6a, 7a, 8a, 1
0a is bored, and passages 7a, 8a, 10a
is in constant communication. 14 is an orifice-shaped air vent hole.

In the fuel injection valve having the above structure, the fuel passage 10
When the fuel is sent from a and the passages 7a, 8a, and 10a are filled with fuel, the fuel enters each part of the valve from the orifice 82, and the residual air in each part of the valve is released from the air vent hole 14, and finally, the fuel enters each part of the valve. is also filled with fuel oil. By the way, since the amount of fuel supplied from the fuel passage 7a is much larger than the amount flowing out from the orifice 82, the fuel pressure in the passage increases.
This fuel pressure acts on the first pressure chamber a through the small hole 72 of the low pressure valve body 7, and when it overcomes the elastic force of the low pressure spring 13, the low pressure valve body 7 rises. After the low pressure valve body 7 rises, the orifice 82 is closed and the air vent hole 14 is closed.
The leakage of fuel oil from is prevented. At the same time valve seat 6
The tip portion 71 of the low-pressure valve body 7 separates from the valve body 3, fuel oil flows into the high-pressure valve body 6, and fuel pressure also acts in the second pressure chamber b through the small hole 62.
In this state, the fuel pressure increases and the high pressure spring 12
When overcoming the elastic force of , the high-pressure valve body 6 rises to release the blockage in the valve portion 61, and fuel oil is injected from the narrow injection port 3' of the nozzle body 3 through the hole 4'. When the fuel oil is injected to the outside, the fuel pressure decreases, and when the pressure becomes lower than the elastic force of the high pressure spring 12, the high pressure valve body 6 descends again and the valve portion 61
The hole 4' is closed to prevent the pressure in the second pressure chamber b from increasing. The above operation is repeated to perform the desired fuel injection operation.

FIG. 2 shows a fuel injection valve testing device according to the present invention with specifications applicable to the above-mentioned type of fuel injection valve. In FIG. Oil route 2
3, a hydraulic cylinder chamber 25 filled with hydraulic oil adjacent to the pressurizing chamber 24, and a hydraulic cylinder chamber 25 adjacent to the pressurizing chamber 24 on the side opposite to the pressurizing chamber 24 side of the cylinder chamber 25. The pressurizing chamber 2 is fixed coaxially to the air cylinder chamber 26 and pistons 27 and 28 located in both cylinder chambers 25 and 26, respectively.
4 and a plunger 29 that reciprocates within the plunger 4. This plunger 29 is driven by the differential pressure of the air before and after the piston 28 in the air cylinder chamber 26, and as it moves backward, that is, moves backward, the plunger 29 supplies fuel oil from the tank 22 through the check valve 30b to the pressurizing chamber 28.
4 and move forward, that is, pressurized chamber 2 as it moves forward.
It functions to pressurize the fuel oil from the inside of the fuel oil 4 to the inside of the injection valve V, and force-feed it to the injection valve V via the check valve 30a.

Oil inlets and outlets 31a and 31b are bored in the hydraulic cylinder chamber 25 at the front and rear of the stroke of the piston 27,
A hydraulic oil passage 32 is provided that externally communicates both the oil inlets and outlets 31a and 31b, and as the piston 27 moves, hydraulic oil passes through the passage 32 and connects the piston 27.
It is designed to move between before and after. Reference numeral 33 denotes a control valve provided in the hydraulic oil passage 32, which opens and closes the hydraulic oil passage 32 by a manual operation lever 34, switches the reciprocating movement of the plunger 29 and the pistons 27, 28, and controls the reciprocating movement of the plunger 29. Control speed. Reference numeral 36 denotes a hydraulic oil supply tank, which is connected to the hydraulic cylinder chamber 25 before and after the stroke of the piston 27 via check valves 37a and 37b, and constantly operates the cylinder chamber 25 by replenishing hydraulic oil that decreases due to leakage, etc. It has the function of filling up with oil.

Air is supplied to the air cylinder chamber 26 from an air source 38 such as an air pump through an air supply path 39. 40 is a filter, 41a is a high-pressure pressure regulating valve that adjusts the pressure in the range of, for example, 0.3 to 8.5 Kg/cm ² , and 41b is, for example, 0.14 to 2.8 Kg/cm ²
This is a low-pressure pressure regulating valve that adjusts the pressure within the range of It is designed to convert to secondary air pressure. 43 is a check valve, 44a is a pressure gauge corresponding to the high pressure pressure regulating valve 41a, and 44b is a low pressure pressure regulating valve 41b.
The corresponding pressure gauge, 45, is an Euler.
Further, reference numeral 46 indicates air supply/exhaust ports 47a and 4 provided before and after the stroke of the piston 28 in the air cylinder chamber 26.
This is a switching valve for passing air through one of the air supply passages 39a and 39b communicating with the pilot valve 7b, and is adapted to be switched by air pressure from a pilot valve 48. The pilot valve 48 is equipped with an actuating rod 49, which is connected to the manual operating lever 3 of the control valve 33.
4 is in the C position, the actuating rod 49 is pressed to take the position shown in the figure, and the switching valve 46 is actuated to the state shown in the figure by the pressure of the air passing through the branch passage 50 connected to the air supply passage 39, thereby increasing the air pressure. acts on the front chamber of the piston 28, and the rear chamber is released to the atmosphere, and when the manual operation lever 34 is in the B or C position, the spring 5
1 to release the pilot air pressure to the atmosphere, the switching valve 46 is returned to the spring 47, the air pressure is applied to the rear chamber of the piston 28, and the front chamber is released to the atmosphere. 52 is a high pressure oil pressure gauge (for example, 1000Kg/cm ² gauge) that displays the oil pressure of the fuel oil to be pumped to the injection valve V, 53 is also a low pressure oil pressure gauge (for example, 50Kg/cm ² ), and 54 is a low pressure oil pressure gauge. This is a two-way cock installed in the pressure transmission path 55 of 53. This two-way socket 54 is interlocked with the three-way socket 42 for switching the pressure regulating valve, and opens the passage 55 only when the low pressure pressure regulating valve 41b is used.
It functions to prevent the gauge 53 from being destroyed by high oil pressure when using 1a. Hydraulic oil flow path 32
opening/closing, plunger 29 and piston 27, 2
Switching of the reciprocating operation of the plunger 8 and control of the forward movement speed of the plunger 29 are performed by a manual operation lever 34. That is, by placing the manual operation lever 34 in the C position, the pilot valve 48 is switched to the state shown in the figure, and the pilot pressure acts on the switching valve 46 to switch it to the state shown in the figure. Air pressure acts on the piston 28
A restoring force acts on the When the manual operation lever 34 is in a position other than C, the pilot valve 48 is
1, the switching valve 46 is switched by the spring 47, air pressure acts on the rear chamber of the piston 28, and forward force acts on the piston 28. Further, when the manual operation lever 34 is in the B position, the hydraulic oil passage 32 that communicates the front and rear chambers of the hydraulic cylinder chamber
is blocked, and the movement of the piston 28 is fixed.
Moreover, the hydraulic oil flow path 32 is in communication at positions other than the B position, and the piston 28 is placed in a movable state. Further A
The opening area of the control valve 33 becomes maximum at the position and the B position. Therefore, by adjusting the opening area of the control valve 33 by adjusting the movement angle of the manual operation lever 34, the forward movement speed of the piston 28 and, by extension, the plunger 29 can be controlled.

In order to test the ventilation function and operability of the fuel injection valve V using the test device configured as described above, fuel oil is sucked into the pressurizing chamber 24, and first, the low-pressure pressure regulating valve is 41b to the path, set the operating lever 34 to position A, and check the air exiting from the air vent hole 14 of the injection valve V and the fuel oil seeping out thereafter, thereby determining the ventilation function.

Next, to know the opening pressure of the low pressure valve body 7, fill the injection valve V with fuel oil, then suck the fuel oil into the pressurizing chamber 24, and adjust the pressure for low pressure with the three-way knob 42. The valve 41b is connected to the path, the operating lever 34 is set to the A position, the plunger 29 is moved forward, and the pressure in the first pressure chamber a increases and the gauge 5
Read the point where the indicated pressure in step 3 jumps momentarily. This point indicates that the low pressure valve body 7 has operated and the valve seat 63 has opened, and the command pressure immediately before the above jump becomes the opening pressure of the low pressure valve body 7.

Furthermore, in order to know the opening pressure of the high-pressure valve body 6, after filling the injection valve V with fuel oil, the pressurizing chamber 24
Fuel oil is sucked into the tank, and the high-pressure pressure regulating valve 41a is connected to the path by switching the three-way cock 42. At this time, the two-way cock 54 is simultaneously operated to block the pressure transmission path 55 of the low pressure oil pressure gauge 53. After that, press the operating lever 3 in the same way as above.
4 to position A, the forward movement of the plunger 29 causes the indicated pressure of the high-pressure hydraulic gauge 52 to rise, and at a certain point, the indicated pressure decreases. This indicates that the high pressure valve body 6 has opened.

Furthermore, in order to test the spray state of the injection valve V, after filling the injection valve V with fuel oil, the pressurizing chamber 24
Fuel oil is sucked into the high pressure pressure regulating valve 4.
If 1a is left open and the manual operation lever 34 is set to the A position, the forward movement of the plunger 29 will cause the first
The pressure in the second pressurizing chamber b shown in the figure rises, and fuel oil is injected from the narrow nozzle hole 3' of the nozzle body 3 by opening the high-pressure valve body 6. plunger 29
The high pressure valve body 66 repeats opening several times within one stroke. When the valve is opened, observe the spray condition, and
Observe other conditions.

In the various tests mentioned above, the more gradual the pressure increase inside the injection valve V, the easier the various tests are.
Therefore, the flow rate of the hydraulic oil passage 32 may be throttled by the control valve 33 to slow down the forward movement speed of the plunger 29.

Further, in order to operate the injection valve V under the actual operating conditions of a diesel engine, it is sufficient to place the operating lever 34 in the A position, increase the flow rate of the hydraulic oil passage 32, and increase the forward movement speed of the plunger 29.

In the above test of the present invention, if the operating lever 34 is placed in the B position, the movement of the plunger 29 can be stopped in any state.

In the above example, a fuel injection valve used in a B&W-GF type diesel engine is used as an example, and a test was conducted on a fuel injection valve equipped with a valve mechanism for fuel injection and a valve mechanism that blocks a passage to an exhaust hole after air is removed. Although the apparatus and test method have been shown, it is also possible to test the leakage state, valve opening pressure, spray state, etc. using the apparatus of the embodiment for a fuel injection valve having only a valve mechanism for fuel injection, such as a Sulzer type fuel injection valve. In this case, a configuration may be adopted in which the low pressure reducing valve 41b and the low pressure oil pressure gauge 53 are not provided.

Furthermore, in the above embodiment, the control valve 33 is operated manually without using an electrical control mechanism, and the switching valve 46 is operated in conjunction with the operation, thereby simplifying the entire apparatus and reducing costs. The control mechanism may be configured to be automated by electrical means or other means, and the individual operating parts may be independently operable.

As explained above, the present invention uses an air booster type fuel injection valve testing device that uses air pressure as a driving source to pressurize fuel oil to a high pressure state and forcefully feed it to the fuel injection valve. a fuel pressurizing chamber that communicates via a check valve that enables pressure feeding of fuel oil and prevents backflow, and that communicates via a check valve that allows suction of fuel oil from the fuel oil tank and prevents backflow; a hydraulic cylinder chamber filled with hydraulic oil adjacent to the fuel pressurizing chamber; and an air cylinder chamber adjacent to the hydraulic cylinder chamber;
It is fixed coaxially to pistons located in the hydraulic cylinder chamber and the air cylinder chamber, respectively, and moves reciprocatingly within the fuel pressurizing chamber, and during the return movement, it sucks fuel oil from the fuel oil tank into the fuel pressurizing chamber. A plunger that forces fuel oil in the fuel pressurizing chamber to the fuel injection valve during forward movement, a hydraulic oil flow path that communicates the front and rear strokes of the piston in the hydraulic cylinder chamber outside the hydraulic cylinder chamber, and the hydraulic oil flow path A control valve that opens and closes and adjusts the flow rate, and a high-pressure pressure regulating valve and a low-pressure pressure regulating valve that are connected in parallel to the air source, are connected to the air pressure switch via a three-way connector, and the air pressure is connected to both ends of the air cylinder chamber. a switching valve that alternately supplies air to the supply and exhaust ports of the fuel injection valve; a high-pressure oil pressure gauge that is connected in the middle of the fuel oil pressure passage from the fuel pressurization chamber to the fuel injection valve; It is connected via a pressure transmission path in the middle of the fuel oil pressure feeding path to the injection valve, and is closed by switching connection to the three-way pressure regulating valve for high pressure in the middle of the pressure transmission path, and then to the pressure regulating valve for low pressure. It consists of a low-pressure oil pressure gauge connected via a two-way cock that is opened by switching the connection.
The operating speed of the plunger, which is driven by the air pressure supplied to the air cylinder chamber, is controlled by a control valve installed in the hydraulic oil flow path that communicates the front and rear piston chambers in the hydraulic cylinder chamber. The disadvantages of the air booster system, such as unstable variation in injection speed, inability to adjust the speed arbitrarily, and poor stopping response, can be easily and reliably improved, and the air pressure that serves as the driving source can be improved. By making it possible to switch between high pressure and low pressure, it can be used for testing both single-stage and two-stage fuel injection valves, and can also be used during high-pressure injection tests. Damage to the low pressure oil pressure gauge can be prevented.

As described above, in the fuel injection valve testing device of the present invention, the driving speed of the pressurizing plunger driven by air pressure can be set to an arbitrary constant value by adjusting the flow rate of hydraulic oil in the hydraulic cylinder chamber, or can be continuously accelerated or Since the speed can be increased, suitable fuel oil supply speed and pressurization speed can be provided depending on the type of test. In addition, by stopping the flow of the hydraulic oil, it is possible to maintain a very high driving pressure with the plunger stopped and rapidly inject fuel at high pressure, resulting in high-speed fuel injection close to the operating conditions of a diesel engine. It is possible to test the injection condition as the injection speed of . Therefore, the entire test apparatus is smaller and simpler than the conventional one due to the above-described configuration.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a fuel injection valve used in an embodiment of the present invention, and FIG. 2 is a piping system diagram of a fuel injection valve testing apparatus in an embodiment of the invention. V...Fuel injection valve, 22...Fuel oil tank (fuel oil source), 24...Pressure chamber, 25...Hydraulic cylinder chamber, 26...Air cylinder chamber, 27,2
8...Piston, 29...Plunger, 30
a, 30b...Check valve, 32...Hydraulic oil flow path, 3
3... Control valve, 41a, 41b... Pressure adjustment valve, 46... Switching valve, 47a, 47b... Supply/exhaust port.

Claims (1)

[Claims] 1. In an air booster type fuel injection valve testing device that uses air pressure as a driving source to pressurize fuel oil to a high pressure state and forcefully feed it to the fuel injection valve,
It communicates with the fuel injection valve through a check valve that enables pressure feeding of fuel oil and prevents backflow, and communicates through a check valve that allows fuel oil to be sucked from the fuel oil tank and prevents backflow. a fuel pressurizing chamber, a hydraulic cylinder chamber adjacent to the fuel pressurizing chamber filled with hydraulic oil, an air cylinder chamber adjacent to the hydraulic cylinder chamber, and a piston located in the hydraulic cylinder chamber and the air cylinder chamber, respectively. is fixed coaxially to the fuel pressurizing chamber and reciprocates within the fuel pressurizing chamber,
A plunger that sucks fuel oil from the fuel oil tank into the fuel pressurizing chamber during the backward movement, and pressurizes the fuel oil in the fuel pressurizing chamber to the fuel injection valve during the forward movement, and a plunger before and after the stroke of the piston in the hydraulic cylinder chamber. a hydraulic oil flow path that communicates between the hydraulic oil flow path outside the hydraulic cylinder, a control valve that opens and closes the hydraulic oil flow path and adjusts the flow rate, and a high-pressure pressure regulating valve and a low-pressure pressure regulating valve that are connected in parallel to the air source. A switching valve that alternately sends air pressure connected via a three-way valve to the supply and exhaust ports at both ends of the air cylinder chamber, and a pressure feed of fuel oil from the fuel pressurization chamber to the fuel injection valve. A high-pressure oil pressure gauge is connected in the middle of the pressure transmission path, and a pressure transmission path is connected to the pressure transmission path for fuel oil from the fuel pressurizing chamber to the fuel injection valve, and the three-way pressure gauge is connected in the middle of the pressure transmission path. It consists of a low-pressure oil pressure gauge connected via a two-way Kotuku, which is linked so that it is closed by switching the Kotuku to the high-pressure pressure regulating valve and opened by switching the Kotuku to the low-pressure pressure regulating valve. The operating speed of the plunger, which is driven by the air pressure supplied to the air cylinder chamber, is controlled by a control valve provided in a hydraulic oil flow path that communicates the front and rear piston chambers in the cylinder chamber. Fuel injection valve testing equipment.